Draft-rigging.



PATENTBD JAN. 20, 1 903.

G. w. FRIESZ. DRAFT RIGGING. APPLIUAIION FILED P33 1}, 1902.

10 MODEL Witnesses 'ATENT OFFICE.

GEORGE W. FEIESZ, OF SOUTH OMAHA, NEBRASKA.

DRAFT-RlGGlNG.

SPECIFICATION forming part of Letters Patent No. 718,615, dated January 20, 1903.

Application filed February 11, 1902. Serial No. 93,647. (No model.) I

To (ZZZ whont it m/cty concern:

Beit known that I, GEORGE W. FRIESZ, residing at 2906 R street, South Omaha, in the county of Douglas and State of Nebraska,have invented certain useful Improvements in Draft-Rigging; and I do hereby declare that the following is a full,clear,and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

This invention relates to a novel improvement in draft-rigging for railway-cars.

The aim of myinvention is to provideadraftrigging which shall be simple of construction, but free of parts which are likely to become loose and detached and in which the parts are readily accessible, as will be described more fully hereinafter.

In the accompanyingdrawingslhave shown, in Figure 1, a side View disclosing a broken portion of a carprovided with one of my draftriggings. Fig. 2 shows a bottom view with portions removed,disclosing the arrangement of my draft mechanism. Fig. 3 shows a side view of one of the connecting-links. Fig. 4 shows a side view of one of the sliding barholders, while Fig. 5 discloses a view, partly in section, of one of the metallic housings as used in my invention.

In carrying out the aim of my invention I provide a car A below and at each end with two sets of my metallic housings C. These housings are secured below suitably tothe draw-sills within the center of the car, while each housing is further provided with an up wardly-extending flange 3, adapted to Work upon the outside and against the end sill 1 of the car. In Fig. 1 I have shown one of the projecting flanges 3 as disclosed in its position against the end sill 1. The draw-sills B of the car at suitable points have secured to them suitable transverse bolsters 2, there being one bolster near each end of the car. In Fig. 1 the position of one of these bolsters is shown. The length of the metallic housing 0, I use is so adjusted that its end terminates adjacent the bolsters, as is disclosed in Fig. 1. Suitable bolts 0 passing through the housing are used to secure them to the draw-sills. These housings C have a square slideway 6, which ends in a cylindrical seating 19, from which extends a suitable opening 7, as is shown in Fig. 5. In Fig. 2 I have shown a top view of a set of these housings. These housings, it will be noticed, are further provided upon the sides with suitable openings 5.

Slidably held within the ways 6 are the barholders 7, provided with an opening 12 and the cylindrical stem 8, as is disclosed in Fig. 4. The heads of these sliding bar-holders are adapted to nicely lit and work into the slideway 6, while the stems 8 thereof are adapted to reciprocate within the openings 7. 'Positioned below the heads of these bar-holders 7 and resting within the seating 19 are suitable compressive coil-springs 10. The seatings 19 insure the springs 10 being properly held. It will be noticed that the metallic housings G are positioned adjacent one another in sets of two and in such a way that the slideways, which comprise a side and a top and bottom, face one another, as is disclosed in Fig. 2. Two such sliding bar-holders 7 are next provided with a transversel y-extendin g drag-bar D. Securely fastened to these heads and to this drag-bar D is secured the stem 13 of the car-coupling 9, as is clearly disclosed in Fig. 2. To further support the coupling 9' in front, I provide the dead-wood 4, which is secured to the end sill 1 with a strap 15 to slidably hold the coupling. From this it will be seen that the coupling 9 is slidably held in position by means of the strap 15 and upon the rear by means of the drag-bar D held within the sliding bar-holder7,which are'adapted to Work against the tension-springs 10 held within the housing 0.

Extending from the draw -bar 3 are two links 16, which extend toward the center of the car and which are provided upon the rear with the openings 17, adapted to receive the projecting stems 18 of the rod-head 20, as is disclosed in Fig. 2. These links are provided with openings 22, as is shown in Fig. 3,which nicely hold the bar D.

Secured to the heads 20, holding the projecting stems 18, are suitable draw-rods 21, which at a suitable point are connected by means of turnbuckle 32.

Now if a locomotive were coupled to one of the couplings-as the one marked 9 in Fig. 2, for instance-the forward pulling of the coupling will cause the :forward sliding barholders 7 to move forward out of their slideways, so that the strain will fall upon the drag-bar D, the link 16, and rods 21, the drag-bar D at the opposite end of the car receiving the stem, so that its bar-holder will be drawn inward against the tension of coilsprings within that end of the car.

Now the great advantage in my device is that there are no parts which can possibly work loose. It is of course understood that while in transit there is a perpetual vibration, trembling, and Working of parts Within the housings C, so that it is essential that no parts be constructed with the liability to become detached. It will be noticed that should the drag-bar D work loose within the holder 7 it would still be impossible to work out of the same, and so, also,would it be impossible for the connecting-links to become detached from the rod-head excepting upon the fracture of the material.

A further advantage of this construction is found in the fact that the spring 10 may be readily seen through the opening 5 within the housings, so that the car-inspectors have no trouble of determining the condition in these springs and couplings; so,also,can these parts be readily replaced and no jacking up of the car is necessary to secure a new set of my draft-riggings.

The dead-wood 4 of the car is supported by the ends a of the housing O, as is disclosed in Fig. 1.

Having thus described my said invention, what I claim as new, and desire to secure by United States Letters Patent, is

The combination with a car provided with the usual draw-sills, end sills, and bolsters, of a plurality of metallic housings used in sets of two, each housing being provided with an upwardly extending flange adapted to work against the end sill of the car, while the rear end of said housings are held adjacent aforesaid bolsters,each housing being secured below to a draw-sill, each housing further being provided with a slideway and stem-seating, a sliding bar-holder working within each housing provided with a stem, each stem working within one of aforesaid stem-seatings, an interposed spring secured to each of said sliding bar-holders, a drag-bar extending from one of said holders to another, a carcoupling secured to each drag-bar, two connecting-links extending from each drag-bar, draw-rods secured to said links, and means to connect said draw-rods and as and for the purpose set forth.

Signed in the presence of two witnesses.

GEORGE W. FRIESZ.

Witnesses:

GEORGE W. Suns, FRED. J. LARSON. 

